June 30, 2015 

Business I I I ALASKA DIGITAL, LLC- "Asset Media Solutions" 

Address Ill P.O. Box 190735 Anchorage, AK 99519 

Phone I I I 907DIGITAL is (907)344-4825 

Email Ill 907DIGITAL @gmail.com 

Web Ill 907DIGITAL .com 

U.S. Department of Transportation, Docket Operations 

West Building Ground Floor, Room w12-140 

1200 New Jersey Ave. SE. 

Washington, DC 20590 

US DOT 

Exemption Request Section 333 of the FAA Reform Act- COVER LETTER 

Attached, please find the ALASKA DIGITAL, LLC ("ALASKA DIGITAL") request for exemption from Code of Federal 

Regulations (CFRs) to allow commercial operation for Unmanned Aircraft Systems ("UAS") for aerial imaging for 

NAICS Codes : 51, 56, in the state of Alaska . This exemption request is for the use of industry designated 

professional UAS manufactures as listed in the document. 

Additiora.lly, thjs letter outlit:~es the operating requirements, limitations, and technical specifications for requested 

exemptic>n~for the UAS. 

Thank you for your time and consideration. If there are questions or additional requests for materials, ALASKA 

DIGITAL, LLC will expedite answers and materials ASAP. 

Sincerely 

Av. DIGITAL, llC _, 

Adam~~- Manager ~Asset Media Specialist. 

ALASKA DIGITAL, LLC 
June 30, 2015 

Business I I I ALASKA DIGITAL, LLC- "Asset Media Solutions" 

Address Ill P.O. Box 190735 Anchorage, AK 99519 

Phone I I I 907DIGITAL is (907)344-4825 

Email Ill 907DIGITAL @gmail.com 

Web I I I 907DIGITAL .com 

U.S. Department of Transportation, Docket Operations 

West Building Ground Floor, Room w12-140 

1200 New Jersey Ave. SE. 

Washington, DC 20590 

Exemption Request Section 333 of the FAA Reform Act 

US DOT 

In accordance with Section 333 of the FAA Modernization and Reform Act of 2012 and 14 CFR Part 11, ALASKA 

DIGITAL, LLC, a licensed business entity (#1023417, see attachments) in the State of Alaska, hereby applies for 

exemptions from the following Federal Aviation Regulations (FARs) in order to operate Unmanned Aircraft Systems 

(UAS) for commercial applications in National Airspace (NAS) that is governed by the Federal Aviation 

Administration (FAA). All flight operations will be conducted under the conditions and boundaries outlined herein 

or as established by the FAA in accordance with Section 333. 

In accordance with the FAA, CFR's, and approved exemption documentation, ALASKA DIGITAL, LLC, requests to 

safely operate for commission UAS. 

The exemptions, as requested by ALASKA DIGITAL, LLC, would permit the provision of commercial 

operations for "Information" & "Administrative, Support, Waste Management and Remediation 

Services" (NAICS Code: 51 & 56) in the State of Alaska. 

Regulations from which an exemption is requested: 

14 CFR Part 21 

14 CFR Part 27 

14 CFR 45.23 

14 CFR 45.27 

14 CFR 61.113 

14 CFR 91.103 

14 CFR 91.105 

14 CFR 91.109 

14 CFR 91.119 

14 CFR 91.121 

14 CFR 91.151 

14 CFR 91.203 

14 CFR (91.401- 91.421) Subpart E 

14 CFR 91.7 

14 CFR 91.9 

1 
ALASKA DIGITAL, LLC, seeks relief in order to ensure compliant operations as set forth by regulatory agencies for 

primary line of business for NAICS Code 51, "Information", furthermore "All Other Information Services" including 

subcomponents, with a secondary line of business NAICS Code 56 "Administrative, Support, Waste Management 

and Remediation Services", furthermore, "All Other Business Support Services" including subcomponents. 

Benefiting the public coincides with ALASKA DIGITAL's 'Commitment To Safety'. Safe and lawful operations of UAS 

will enable ALASKA DIGITAL, LLC, to provide clients with innovative solutions that in turn help sustain economies 

and promote a stable infrastructure. Owner, Adam Holzer, has a 14 year history in Alaska's aviation community as 

well as client histories with non-profit and for-profit companies. Providing innovative "asset media" will continue 

to promote medical and health awareness as well as fitness and wellbeing throughout the state. In addition, 

supplying businesses new solutions to expand markets and generate revenues. 

11SAFE SKIES, SUSTAINABLE SOLUTIONS" /// SAFETY COMMITMENT 

ALASKA DIGITAL, LLC., "Safety First, Target Zero". - Low costs, reduced noise, and low environmental 

impact are the top reasons that the UAS industries are flooding the market. ALASKA DIGITAL, LLC,. sets 

the pace by campaigning safety as being top priority within their line of expertise. The advantages of UAS 

are easy to recognize and ALASKA DIGITAL, LLC, sets the example by "flying right". 

SAFEST IN ALASKA- ALASKA DIGITAL, LLC, wi!! train, document, and monitor standard operating procedures 

(SOP's) of UAS as set forth by the FAA, CFR's, and documentation of this exemption for the following industry 

professional UAS model manufacturers: 3DR, BLADE, DJI, FREEFLY, HUBSAN, Parrot, Walkera, xFold, XProHeli, and 

YUNEEC; furthermore operating within parameters of: federal, state, and local regulations, <551b total weight, <50 

knots max speed, <400ft AGL altitude, operate within visual line of site and remaining clear of manned aircraft 

operations. 

ALASKA DIGITAL knows that the FAA has partnered with industry associations to promote Know Before You Fly, a 

campaign to educate about using unmanned aircraft safely and responsibly. ANY incident, accident, or flight 

operation that transgresses the lateral/vertical boundaries of the operational area as defined by the COA will be 

reported to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents will be reported to the National 

Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. 

EXEMPTION SUMMERY 

14 C.F.R. Part 21, Subpart H, Airworthiness Certificates & 14 C.F.R. § 91.203(a)(1). This petition seeks an 

exemption from 14 C.F .R. Part 21, Subpart H, which establishes the procedural requirements for the issuance of 

airworthiness certificates as required by 14 C.F.R. §91.203(a)(l). Given the size and limited operating area 

associated with the UAS to be utilized by the Petitioner, an exemption from Part 21 Subpart H meets the 

requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. 

The Federal Aviation Act (49 U.S.C.§ 44701(f)) and Section 333 of the Reform Act both authorize the FAA to exempt 

aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, 

operational capability, and proximity to airports and populated areas of the particular UAS. 

In all cases, an analysis of these criteria demonstrates that the UAS operated without an airworthiness certificate, 

in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a 

conventional rotorcraft operating with an airworthiness certificate without the restrictions and conditions of the 

proposed UAS operations. 

Equivalent Level of Safety 

The UAS to be operated hereunder are less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and 

carries no explosive materials or flammable liquid fuels. Unlike other civil aircraft, the proposed operations in this 

petition for exemption will be controlled and monitored by the operator, in accordance with the requirements. 

2 
These safety enhancements, which already apply to civil aircraft operated in connection with existing inspection 

operations, provide a greater degree of safety to the public and property owners than conventional operations 

conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these 

same criteria demonstrates that there is no credible threat to national security posed by the UAS, due to its size, 

speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to 

carry a substantial external load. 

14 C.F.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft. 

14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness certification of normal category 

rotorcraft. To the extent the Petitioner's UAS would otherwise require certification under Part 27, as a rotorcraft, 

Petitioner requests an exemption from Part 27's airworthiness standards for the same reasons identified in the 

exemption request from 14 C.F.R. Part 21, Subpart H. 

Aircraft Marking and Identification Requirements: 14 C.F.R. §§ 91.9(c), 4S.23(b) and 45.27(a). 

This petition seeks an exemption from the aircraft marking and identification requirements of 14 C.F.R. §§ 91.9(c), 

45.23(b) and 45.27(a). 

14 C.F.R. § 91.9(c), Civil aircraft flight manual, marking, and placard requirements, provides that: No person may 

operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 of this chapter. 

14 C.F.R. § 45.23(b), Markings of the Aircraft, states: When marks include only the Roman capital letter "N" and 

the registration number is displayed on limited, restricted or light-sport category aircraft or experimental or 

provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to the cabin, 

cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the words "limited," 

"restricted," "light-sport," "experimental," or "provisional," as applicable. 

14 C.F.R. § 45.27(a), Rotorcraft, states: Each operator of a rotorcraft must display on that rotorcraft horizontally on 

both surfaces of the cabin, fuselage, boom, or tail the marks required by §45.23. 

Exemption from§ 45.23(b) is warranted because the UAS has no entrance to the cabin, cockpit, or pilot station on 

which the word "Experimental" can be placed. Moreover, given the size of the UAS, two-inch lettering would be 

impossible. The word "Experimental" will be placed on the fuselage in compliance with§ 45.29(f). Given the nature 

of the specific relief sought by this exemption request, Petitioner requires relief from the associated marking and 

identification requirements of§ 45.27(a) and§ 91.9(c), which would require compliance with§ 45.23(b). 

Equivalent Level of Safety 

An equivalent level of safety for exemptions to the aircraft marking and identification requirements of§§ 91.9(c), 

45.23(b) and 45.27(a), will be provided by having the UAS marked on its fuselage as required by §45.29(f) where 

the pilot, observer, and others working with the UAS will see the identification of the UAS as "Experimental." 

Additionally, Petitioner will ensure compliance with any requests of UAS marking by the FAA. 

14 C.F.R. § 61.113 (a) & (b): Private Pilot Privileges and limitations: Pilot in Command. 

This petition seeks an exemption from the private pilot privileges and limitations of§ 61.113 (a) & (b), which 

states: Private Pilot Privileges and Limitations: Pilot in Command. (a) Except as provided in paragraphs (b) through 

(h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is 

carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as 

pilot in command of an aircraft. (b) A private pilot may, for compensation or hire, act as pilot in command of an 

aircraft in connection with any business or employment if: (1)The flight is only incidental to that business or 

employment; and (2) The aircraft does not carry passengers or property for compensation or hire. 

Section 61.113(a) limits private pilots to being in command of non-commercial flights. Section 61.113(b)(1) 

provides an exception that allows a private pilot to command an aircraft without passengers or property, in 

connection with business or employment if "[t]the flight is only incidental to that business or employment." That 

3 
exception likely does not apply to the proposed operations under this petition for exemption, as the flights are not 

incidental to the proposed aerial surveys and inspections but rather essential to it. Accordingly, this petition seeks 

an exemption to§ 61.113(a)'s commercial limitation and/or§ 61.113(b)(1)'s requirement that the flight be 

incidental to the business to benefit from the exception. 

Equivalent Level of Safety 

Because the UAS will not carry a pilot or passengers and is inherently stable, with sophisticated computer and GPS 

controls, the proposed operations can achieve the equivalent level of safety to§ 61.113 (a) and (b), by requiring 

the PIC operating the UAS to have training. 

Unlike a conventional aircraft that carries the pilot and passengers, the UAS is remotely controlled with no living 

thing on board. Moreover, the area of operation is controlled and restricted, and all flights are planned and 

coordinated in advance in accordance with the Manuals, and flights are limited in duration and altitude. 

14 C.F.R. § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft. 

This petition seeks an exemption from the flight manual requirements of 14 C.F.R. § 91.9(b)(2), which states: (b) 

No person may operate a U.S.-registered civil aircraft (2) For which an Airplane or Rotorcraft Flight Manual is not 

required by §21.5 of this chapter, unless there is available in the aircraft a current approved airplane or Rotorcraft 

Flight Manual, approved manual material, markings, and placards, or any combination thereof. 

Given its size, configuration, and load capacity, the UAS has no ability to carry such a manual on the aircraft, not 

only because there is no pilot on board, but because there is simply no room or capacity to carry such an item on 

the aircraft. 

Equivalent Level of Safety 

The safety related purpose of this manual requirement can be equally satisfied by maintaining the UAS flight 

manual at the ground control point where the pilot flying the UAS will have immediate access to it. Accordingly, 

Petitioner requests an exemption from § 91.9(b)(2)'s flight manual requirements, on the condition that the UAS 

flight manual be available at the control point during each operation. 

14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness. 

This petition seeks an exemption from 14 C.F.R. § 91.7(a), which requires that a civil aircraft be in an airworthy 

condition to be operated. Inasmuch there will be no airworthiness certificate issued for the UAS, should this 

exemption be granted, no FAA regulatory standard will exist for determining airworthiness. 

Equivalent Level of Safety 

Given the size of the UAS and the requirements contained in the Manual for maintenance and use of safety 

checklists prior to each flight, an equivalent level of safety will be provided. 

14 C.F.R. § 91.103: Preflight Action. 

This petition seeks an exemption from § 91.103, which requires a PIC to become familiar with specific information 

before each flight, including information contained in the FAA approved Flight Manual on board the aircraft. 

Inasmuch as an FAA approved flight manual will not be provided for the UAS, an exemption will be needed. 

Equivalent Level of Safety 

An equivalent level of safety will be provided by following the Aircraft Operations Manual comprehensive preflight 

checklist. The PIC will take all actions, including reviewing weather, flight battery requirements, landing and takeoff 

distances, and aircraft performance data, before initiation of flight. 

14 C.F.R. 91.105- Flight crewmembers at stations 

Seeks exemption from 14 C.F.R. 91.105, which discusses flight crewmembers at stations. Specifically, 91.105 states 

"(a) During takeoff and landing, and while en route, each required flight crewmember shall (1) Be at the 

crewmember station unless the absence is necessary to perform duties in connection with the operation of the 

aircraft or in connection with physiological needs; and (2) Keep the safety belt fastened while at the crewmember 

4 
station. (b) Each required flight crewmember of a U.S.-registered civil aircraft shall, during takeoff and landing, 

keep his or her shoulder harness fastened while at his or her assigned duty station. This paragraph does not apply 

if (1) The seat at the crewmember's station is not equipped with a shoulder harness; or (2) The crewmember 

would be unable to perform required duties with the shoulder harness fastened. AlertS will need exemption from 

this regulation due to the fact that the sUAS will not have a flight crew or crew stations other than the PIC and a 

FOVO. The PIC will also not have to be restrained into a seat via shoulder harness or safety belt at the time of the 

flight. 

14 C.F.R. § 91.109(a): Flight Instruction. 

This petition seeks an exemption from 14 C.F.R. § 91.109(a), which provides that "no person may operate a civil 

aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully 

functioning dual controls." UAS and remotely piloted aircraft, by their design do not have fully functional dual 

controls. Instead, flight control is accomplished through the use of a control box that communicates with the UAS 

via radio communications. 

Equivalent Level of Safety 

Given the size and speed of the UAS, an equivalent level of safe training can still be performed without dual 

controls because no pilot or passengers are aboard the UAS, and all persons will be a safe distance away should 

the UAS experience any difficulties during flight instruction. 

14 C.F.R. § 91.119: Minimum Safe Altitudes. 

This petition seeks an exemption from the minimum safe altitude requirements of 14 C.F.R. § 91.119. Section 

91.119 prescribes the minimum safe altitudes under which aircraft may not operate, including 500 feet above the 

surface and away from any person, vessel, vehicle, or structure in non-congested areas. C.F.R. § 91.119(c). Section 

§ 91.119{d)(1) allows for a helicopter to operate at less than those altitudes when it can be operated "without 

hazard to persons or property on the surface," provided that "each person operating the helicopter complies with 

any routes or altitudes specifically prescribed for helicopters by the FAA. 

To provide the intended inspections, the UAS will normally need to be operated within a range of between 50 and 

200 feet from the property being filmed or photographed. Accordingly, due to the nature of the proposed 

operations, the PIC may at times be less than 500 feet away from structures during the operation, and an 

exemption is therefore required. 

Equivalent Level of Safety 

Compared to flight operations with rotorcraft weighting far more than the maximum 55 lbs. proposed herein, and 

the lack of flammable fuel, any risk associated with these operations is far less than those presently presented with 

conventional aircraft. An equivalent level of safety will be achieved given the size, weight, and speed of the UAS as 

well as the location where it is operated. No flight will be taken without the permission of the property owner 

and/or local officials. Because of the advance notice to the property owner and participants, all affected individuals 

will be aware of the planned flight operations. Furthermore, by operating at such lower altitudes, the UAS will not 

interfere with other aircraft that are subject to the minimum safe altitude regulations. 

14 C.F.R. § 91.121 Altimeter Settings. 

This petition seeks an exemption from 14 C.F.R. § 91.121, which requires a person operating an aircraft to maintain 

cruising altitude or flight level by reference to an altimeter that is set to the elevation of the departure airport or 

barometric pressure. An exemption is required because the UAS does not have a barometric altimeter, but rather a 

GPS altitude read out. 

Equivalent Level of Safety 

An equivalent level of safety will be achieved by following the procedures set forth in the Manual. As prescribed in 

the Manual, the operator will confirm the altitude of the launch site shown on the GPS altitude indicator before 

flight. Moreover, the PIC will use the GPS altitude indicator to constantly monitor the UAS height, thus ensuring 

operation at safe altitudes. 

5 
14 C.F.R. § 91.151(a): Fuel Requirements for Flight in V FR Conditions. 

This petition seeks an exemption from 14 C.F.R. § 91.151(a)'s fuel requirements for flight in VFR conditions. Section 

91.151 states: (a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and 

forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal 

cruising speed (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 

45 minutes. The battery powering the UAS provides approximately 20 minutes of powered flight. An exemption 

from the 30 minute reserve requirement in 14 CFR §91.151 is therefore required. 

Equivalent Level of Safety 

An equivalent level of safety can be achieved by limiting flights to 25 minutes or 25% of battery power, whichever 

happens first. This restriction would be more than adequate to return the UAS to its planned landing zone from 

anywhere within its limited operating area. Operation of the UAS with less than 30 minutes of reserve fuel does 

not engender the type of risks that Section 91.151{a) was intended to alleviate given the size and speed of the 

small UAS. Moreover, operation will be limited to controlled areas where only people and property owners, or 

official representatives who have signed waivers will be allowed. 

14 C.F.R. § 91.203 (a) & (b): Carrying Civil Aircraft Certification and Registration. 

This petition seeks an exemption from civil aircraft certification and registration requirements of 14 C.F.R. § 91.203 

(a) and (b). The regulation provides in pertinent part: (a) Except as provided in §91.715, no person may operate a 

civil aircraft unless it has within it the following: {1) An appropriate and current airworthiness certificate (b) No 

person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a 

special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to 

passengers or crew. 

In addition to the fact that Petitioner is seeking an exemption from the airworthiness certificate requirements, an 

exemption to this regulation is necessary because: (1) the UAS's load capacity and size does not allow it to carry 

certification and registration documents; (2) the UAS does not have a cabin or cockpit entrance at which the 

documents could be displayed; and (3) there are no passengers or crew for whom the certificates need be 

displayed. 

Equivalent Level of Safety 

To the extent these regulations are applicable to the proposed UAS operations, an equivalent level of safety will be 

achieved by keeping these documents at the ground control point where the pilot flying the UAS will have 

immediate access to them. 

14 CFR Subpart E {91.401 - 91.421} - Maintenance, Preventive Maintenance, Alterations. 

Section 91.405(a) requires that an aircraft operator or owner 11Shall have that aircraft inspected as prescribed in 

subpart E of this part and shall between required inspections, except as provided in paragraph( c) of this section, 

have discrepancies repaired as prescribed in part 43 of this chapter". The regulation provides that the operator is 

primarily responsible for maintaining the aircraft in an airworthy condition, including compliance with part 39 and 

43. Paragraphs 91.407 and 91.409 require that the aircraft be "approved for return to service by a person 

authorized under 43.7" after maintenance and inspection. 

Equivalent Level of Safety 

The PIC will ensure before each flight the aircraft is in airworthiness condition and perform an inspection before 

and after the flight is over to ensure its continued safety. We feel these policies will ensure an equivalent level of 

safety. 

14 C.F.R. §§ 91.405(a); 91.407(a)(1}; 91.409(a)(2); 91.417 (a) & (b): Maintenance Inspections. 

This petition seeks an exemption from the maintenance inspection requirements of 14 C.F.R. §§ 91.405(a); 

91.407(a)(1); 91.409(a)(2); 91.417 (a) & (b). These regulations specify maintenance and inspection standards in 

reference to 14 C.F.R. Part 43. See, e.g., 14 C.F.R. § 91.405(a) (stating that each owner or operator of an aircraft 

"shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections ... 

have discrepancies repaired as prescribed in part 43 of this chapter"). An exemption to these regulations is needed 

6 
because Part 43 and these sections apply only to aircraft with an airworthiness certificate, which the UAS will not 

have. 

Equivalent Level of Safety 

An equivalent level of safety will be achieved because maintenance and inspections will be performed in 

accordance with the Manuals. As provided in the Manuals, the operator will ensure that the UAS is in working 

order prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed. The 

operator is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy 

condition to provide the equivalent level of safety. 

If mechanical issues arise, the UAS can land immediately and will be operating from no higher than 200 feet AGL. 

Moreover, the UAS's small size, carrying capacity, and the fact that flight operations will only take place in 

restricted areas for limited periods of time, create less risk than the same factors associated with conventional 

fixed-wing aircraft and rotorcraft performing the same operation. 

14 C.F.R. 91.7(a):Civil Aircraft Airworthiness 

This regulation states that (a) No person may operate a civil aircraft unless it is in airworthy condition and (b) The 

pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. 

The pilot in command shall discontinue the flight when un-airworthy mechanical, electrical, or structural 

conditions occur. 

Equivalent Level of Safety 

The UAS operated without an airworthiness certificate, under the proposed conditions, will at a minimum, be as 

safe, or safer, than a conventional aircraft with an airworthiness certificate. DOES NOT carry a pilot, or a passenger, 

and does not carry flammable fuel, at any time while operating in controlled areas. With the combination of 

approval for onsite operations, the size of the UAS, no flammable fuel, and the fact the aircraft will be carried to 

the location of operation, not flown, establish at minimum the equivalent level of safety. The FAA has approved 

similar exemptions in 11062, 11063, 11064, 11065, 11066, 11067, 11080, and 11153. 

Thank you for consideration. 

Sincerely 

Adam Holzer 

Manager- Asset Media Specialist 

ALASKA DIGITAL, LLC 

STATE OF ALASKA 

}ss. 

THIRD JUDICIAL DISTRICT } 

THIS IS TO CERTIFY on this 3a tic. day of June, 2015, personally appeared before me, Adam Gregory Holzer on 

behalf of ALASKA DIGITAL, LLC, and he certified to me that he has read the above and foregoing document and 

that the statements contained therein are true and correct to the best of his knowledge and belief. 

~4-J~Y&~f? NOTARY PUBLIC in and for ALASKA 

My Commission Expires: 06/26/2019 

7 
Alaska Business License # 

Alaska Department of Commerce, Community, and Economic Development 

Division of Corporations, Business and Professional l-icensing 

P.O. Box 110806, Juneau, Alaska 99811-0806 

This is to certify that 

ALASKA DIGITAL, LLC 

P. 0. BOX 190735 ANCHORAGE AK 99519 

owned by 

ALASKA DIGITAL, LLC 

is licensed by the department to conduct business for the period 

June 30, 2015 through December 31, 2016 

for the following line of business: 

51 -Information 

56 - Administrative, Support, Waste Management and Remediation Services 

This license shall not be taken as permission to do business in the state without 

having complied with the other requirements of the laws of the State or of the United States. 

This license must be posted in a conspicuous place at the business location. 

It is nottransferable or assignable. 

Chris Hladick 

Commissioner 

1023417 
Alask.a l::ntity #1 0030533 

State of Ala~ka 

Department of Commerce, Community, and Economic Development 

Corporations, Business, and Professional Licensing 

Certificate of Organization 

The undersigned, as Commissioner of Commerce, Community, and -Economic 

Development of the State of Alaska, hereby certifies that a duly signed and verified 

filing pursuant to the provisions of Alaska Statutes has been received in this office and 

has been found to conform to law. 

ACCORDINGLY, the undersigned, as Commissioner of Commerce, Community, and 

Economic Development, and by virtue of the authority vested in me by law, hereby 

issues this certificate to 

ALASKA DIGITAL, LLC 

IN TESTIMONY WHEREOF, I execute the certificate 

and affix the Great Seal of the State of Alaska 

effective June 30, 2015. 

C4_ ~~ Chris Hladick 

Commissioner